Vehicle diaphragm



A. CHRISTIANSON VEHICLE DIAPHRAGM June 23, 1942.

1 4 Sheets-Sheet 1 2 Filed NOV., 18, 1957 June 23, 1942. A. cHRlsTlANsoN 2,

vEgIcLE DIAPHRAGM Filed Nov. 18, 1937 4 sheeis-snee't'z 4 1 ll I I I l hh l n l l l h UN June A. CHRISTIANSON 2,237,025

VEHICLE DIAPHRAGM Filed Nov. 18, 1937 4 Sheets-Sheet 4 kill/I4 Patented June 23, 1942 VEHICLE DIAPHRAGM Andrew Christianscn, Hammond, Ind., assignor to Pullman-Standard Car Manufacturing Company, Chicago, 111., a corporation of Delaware Application November 18, 1937, Serial No. 175,200

Claims.

This invention relates to vehicles articulated to provide multi-section units and has for its primary purpose the provision of a continuous, fully enclosed, non-telescoping passageway diaphragm construction adapted to form an extensible connection between units of this type.

The principal object of the invention is the provision of a diaphragm for use between adjoining vehicles, having inherent elastic qualities and providing for relative movement between the vehicles by the inherent elasticity and flexibility thereof.

An object of the invention is the provision of a continuous diaphragm utilizing a semi-floating foot plate affording a fully enclosed passageway between units of an articulated section vehicle.

Another object of the invention is the provision of a continuous, extensible passageway diaphragm for articulated vehicles in combination with an extensible streamlining diaphragm con.- tinuous between peripheries of adjoining vehicles.

Another object of the invention is the provision of a streamlining diaphragm disposed in tension between adjoining units and arranged in sections about the periphery thereof.

The foregoing and other objects are achieved by the arrangement illustrated in the accompanying drawings, in which 1 Fig. 1 is a general perspective view of the adjoining ends of the units of an articulated section separated to show the passageway diaphragm, foot plate and streamlining diaphragm disconnected and better illustrating their co-operative relation with the respective associated parts of each unit;

Fig. 2 is a side elevational view illustrating two vehicles articulated on a single truck and showing the continuity of the diaphragms between units;

taken on the line 6-6 of Fig. 4 and showing the means for sealing the diaphragm at the bottom and the method of providing a seal between the foot plate and diaphragm at the sides;

Fig. 7 is a fragmentary cross-sectional view through the foot plate and sealing means for the sides thereof taken on the line I'I of Fig. 4 and showing the method of securing the sealing means;

Fig. 8 is a longitudinal, sectional view through the foot plate sealing arrangement taken on the line 8-8 of Fig. 4 and further illustrating its method of attachment; and I Fig. 9 is a cross-sectional view through the streamlining diaphragm connection at the overlapping zone between the top orroof section and and secured by a locking king pin I6. The truck I5 comprises wheels and axles .I'I-having journal boxes I8 supporting a truck frame 20 by means of springs I 5. The truck frame 20 includes transom members 2I from which spring plank 22 is swingingly suspended by means of swing hangers Fig. 3 is a cross-sectional view taken at the point of articulation and showing the diaphragm fully enclosing the passageway;

Fig. 4 is a sectional plan view through the passageway and one side of the streamlining diaphragm taken on the line 4-4 of Fig. 3 and showing the details of the foot plate;

Fig. 5 is a longitudinal, vertical, sectional view through the center of articulation taken on the line 5-5 of Fig. 3 and illustrating details of the passageway and streamlining diaphragms and the foot plate and showing the articulated center plates-both body and truck;

Fig. 6 is an enlarged, fragmentary, cross sectional view through the passageway diaphragm 23. Bolster springs 24 are seatedupon the spring plank and resiliently support the swing bolster 25 with which the truck center plate I4 is integrally formed or, if desired, to which it may separately be attached. Body'center plates I2 and I3, as best shown. in Fig. 5, are provided with separate bearing faces 25 and 2.1 interposed between their respective wearing surfaces and at the truck center plate I4. The bearing surfaces 26 and 2'! are protected from the entrance of dirt and moisture by means of felt rings 28 and 29 disposed in sealing relation at the periphery of the respective joints. "I'he'center plates I2 and I3 are suitably secured to the respective underframes 30 and 3| in any desired manner and designed to transmit to the longitudinal sills thereof the rotative forces set up as a result of eccentric loading inherent in an articulated connection in addition to the usual buff and draft forces. I

As shown, the vehicles are of general streamline form, and to preserve this smooth contour between units at the articulation, a flexible streamlining diaphragm 40 is provided which extends the full height of the respective sides and across the width of the smoothly curved roof. The diaphragm 4!! is of rubber stretched taut between the vehicle units at their perimeter-providing a continuous, smooth, unbroken surface throughout the length of an articulated vehicle, thereby greatly enhancing the esthetic ualities of the vehicle and afiording the ultimate in streamlining between units of this type. The diaphragm itself comprises a flat sheet of rubber 45 of a width which, when applied, will be normally taut, but in which the full elasticity of the rubber is available to afford the stretch necessary as the vehicle units angle with respect to one another in passing about a curve in the track, at which time the diaphragm is placed under tension on one side and extended beyond its normal dimension, but on the opposite side becomes slack and collapses as the units approach each other on that side. The rubber diaphragm 40 is provided with integral enlargements 4| at its opposite edges, affording means of attachment to the respective vehicle units. The enlargements 4| each have a center bore 42 of flexible material adapted to reinforce the enlargements and insure the stability of the connections, but which allows sufficient flexing of the rubber to permit ready application of the diaphragm to an irregular contour or for handling purposes. The method of securing the diaphragm 40 to the respective units I and H maintains a smooth outward appearance and provides a connection which prevents the concentration of stresses in the rubber at localized points and avoids abrasion and tearing of the rubber. The connections to the adjoining units are made without penetrating the rubber and comprise clamping members 43 adapted to engage the enlargements 4| securely to bind the diaphragm 40 between the two units in and in uniformly taut relation. The enlargements 4| are turned inwardly and are engaged by the clamps 43 on the inner side of the diaphragm 4U whereby'the' streamline outer surface is preserved. The streamlining diaphragm is secured in place from the inner or passageway side, and for this purpose and to provide an abutment against which the enlargements 4| might be clamped, an overhanging, flat plate member 44 is placed about the periphery of the ends of the respective adjoining vehicle units and secured to the corner posts 45 at the sides and to the end carlinemembers 46 at the roof by means of rivets, as shown, or by any other suitable fastening means. The clamps 43 are in the form of angle members, one flange 41 of which is adapted to bear edgewise against portions of the respective end walls reinforced by the framing members 45 and 46 and adapted to fulcrum about this edge bearing as the nuts 39 on stud bolts 48, passing through the flange 49, are tightened to draw that flange against the enlargement 4| to clamp the streamlining diaphragm against the abutment afforded by the overhanging plates 44, thereby securely to hold the diaphragm. in place against the tension exerted thereon as the vehicle units pivot with respect to each other. The bolts 48 are threaded into the framing members 45 and 46 which are provided with small metal plates 55 welded thereto and spaced at intervals coincident with the spacing of bolts 48 and affording additional thread area for the bolts to resist the stresses induced by the diaphragm 40 under tension. Lockwashers 5| insure permanent retention of the nuts 39 at their original adjustment. The

flange 49 of the clamp 43 at its edge where it engages the enlargement 4| of the diaphragm 40 is curved as at 52 to avoid abrasion of the rubber, and the exposed edge of the overhanging abutment plate 44 likewise is curved for this same purpose, whereby the rubber is free to stretch or flex in response to movement of the vehicles without undue wear or strain on this connection.

The diaphragm, as shown, preferably is formed in three sectionsthe top or roof section 40* and the respective side wall portions 40 as best shown in Fig. l. The top section 40 is disposed in overlapping weathershedding relation to the respective side wall portions 45 and, as best shown in Fig. 9, the beads or enlargements 4| and 4| of the respective sections are disposed in overlapping interlocking relation between the separate clamp members 43 used at these points and the overhanging shoulder providing flange 44. It will be noted that the beads or enlargements 4| on the side sections of the diaphragm are of different cross-sectional contour in the area of the overlap than in the remainder of the diaphragm. The bead 4| for the roof section of the diaphragm is of constant cross-section, but that on the side portions is of less thickness at the overlap and of greater length and the center bore 42 is eliminated; and the diaphragm, where it connects with the bead, is shaped to the curve of the bead 4| on the roof section 40 so that the bead and body portion of the side diaphragm 4|) closely engages that of the diaphragm top. The side diaphragm, where it joins with the narrowed bead 4| is of thinner section so that the clamp 43 for the overlap is not only in interlocking relation with the side diaphragm, with which it directly engages, but, through that diaphragm, is in overlapping, interlocking relation with the top diaphragm and the curved end 52 of the clamp 43 while it engages the side diaphragm, overlaps the plane of the bead 4| and the core 42 of the diaphragm top, whereby either diaphragm is prevented from slipping past the other and becoming disconnected under tension. The clamps 43 are individual members coextensive with the overlapping zone of the diaphragms and are secured by cap screws 48 and function exactly like the clamp members 43. It will be seen that the connections 43 and 43 afford means for easily installing the diaphragm 40 under the slight initial tension necessary to maintain the desired tautness.

The adjoining vehicles I0 and II are provided with a communicating passageway affording a complete enclosure continuous between vehicles. The passageway extends between the respective end doors 53 and 54 hinged in the door frames 55. The vehicles l0 and II are, in usual practice, air conditioned, and the end doors separate the individual vehicle units from the passageway effectively to prevent the influx of relatively warm air through the relatively uninsulated passageway. The passageway comprises a foot plate 10 providing an uninterrupted walkway between the end doors, and a diaphragm 60 extending beneath and completely encircling the foot plate to provide a fully enclosed weatherproof passage from one vehicle to the other. The diaphragm 6|] extends between and is secured to metallic extension structures 56 and 5'! disposed about the respective passageway openings 58 and 59. The extensions 56 and 51 are substantially alike and comprise each a plate member extending continuously about the respective passageway openings and secured at the top and sides to an angle member H to the contour of the .openings and which is secured, through the end end wall sheathing 14, to the spaced end posts '32 and end plate 73, as best shown in Figs. 4 and 5. The horizontal bottom portion 15 of the respective extensions 55 and is separate for construction purposes but is welded to the vertical side legs with which the horizontal top portion is integral so that in effect, and for all practical purposes, the extensions are in one piece and continuous about the respective passageway openings. The bottom portion 75 slopes upwardly and is removably secured to the outwardly extending flange it of a flanged channel pressing l1 supporting the end door threshold 53 on each vehicle and the foot plate Hi. The member on the vehicle unit II is secured beneath the flange 16, while that on the unit it is secured above the flange for a purpose which will hereinafter appear. The member F5 on the unit it is secured by a number of screws 19, di and The screws '59 penetrate only the flange l6 and the member 15 with the intervening filler member 33 which is secured to the member l5 by welding and serves to thicken the portion thereof en gaged by the screws and provides greater thread area therefor. The screws Si, in addition to taking the flange it, also secure a non metallic plate 82 which provides a supporting surface for the free edge of the foot plate it. Screws 3 secure the fixed portion 2%! of the passageway foot plate and penetrate the plate 32 and flange 76 and, like screws 2% and 8!, are threaded into the thickened portions of the member The screws of diiierent lengths permit ready assembling of the various parts affected during construction, and all have countersunk as shown. The member l5 on the unit it rests on top of the flange l6 and is secured by screws 3? threaded into the flange which is thickened by a plate 53 secured on the underside thereof by welding to provide the additional thread area necessary properly to secure the screws.

A separate formed member 89 is disposed about 7 the edge periphery of the respec 've extensions 55 and 511', and, while in actual practice it is in several pieces, the adjoining members are buttwelded together to form a unitary member extending continuously about the passageway extension plates and is integrally secured thereto by welding so that each of the extension assemblies, as applied, is substantially a one-piece unit. The member 39 is secured about the outer surface of the respective extension plates and is separate pieces 95- are utilized adjacent the where the ends of the diaphragm 6B are joined for holding the enlargements 9i properly in place. The enlargements 95, like those in the streamlining diaphragm, are reinforced by flexible cores 95, but in the application of the passageway diaphragm, the enlargements are directed outwardly in order that a smooth inner surface may be presented to the passageway free of any obstruction whatsoever. The diaphragm it is inherently elastic, and the enlarged edges are conthe passageway and joined at the bottom beneath the foot plate 79. The ends of the diaphragm are turned upwardly beneath the foot plate where they join and are held in sealing relation by clamp members 96 drawing the ends together and by the clamping plates 94. As best shown in Fig. 6, the diaphragm ends, where they join, are reinforced by fabric It! vulcanized thereto to prevent any possibility of tearing of the rubber. The diaphragm, under tension as described, offers the utmost safety to persons traversing the passageway. At the center of the diaphragm no stretch occurs other than the initial tension applied, but, due to the pivotal relation of the articulated vehicles, considerable twisting action occurs in the rubber at this area, and to strengthen it against this constant wear the diaphragm top, at the center, is reinforced by fabric 582 vulcanized thereto, as best shown in Figs. 1 and 5.

The flanged channel threshold and foot plate supporting pressings T! are secured to the underframes 3b and 3| by welding and extend between the respective end posts 12. The threshholds 58 are secured to the flanges 91 of the respective members T! by screws 98 and are adapted to establish continuity between the respective vehicle floors 99 and the foot plates 10 and 80. The fixed foot plate 88 is on the unit ii and, with the non-metallic plate 82, extends the full width of the passageway and about the arcuate free edge of the foot plate and to the threshold i8. The edge of the plate 86 adjacent the threshold 18 is secured by woodscrews 84 which also secure that edge of the plate 82 and are threaded into a wooden block 85 secured in the channel of the pressing H by bolts 86. The free edge of the foot plate 10 is supported on the unit II by the non-metallic plate 32 upon which it moves, while on the unit Ill it is secured to the flange it of the pressing H by means of cap bolts IM, as best shown in Fig. 8. It is to be noted that the heads of the bolts I39 do not project above the surface of the foot plate, but are disposed entirely therebeneath. The bolts do not take the foot plate proper but only pass through a rocker plate HI! secured on the underside of the foot plate It by screws HI having countersunk heads. The foot plate is provided with openings I99 accommodating the heads of the bolts N15. The

rocker plate Hi] extends the full width of the foot plate and is provided with an inset arcuate rocking surface H2, throughout its full extent, adapted to have bearing on a resilient pad of rubber H3 coextensive with the rocker plate and secured to the flange 16 by countersunk screws H4. The pad of rubber H3 provides a cushion permitting the necessary rocking action of the foot plate during relative movement of associated vehicles without straining or bending the bolts Hid. Spring washers H5, under the heads of bolts Hit, permit the rocking action of the foot plate without allowing the development of lost motion, whereby quiet operation is assured.

The foot plate is reinforced by plates H6, se-

cured on the underside thereof by rivets III countersunk on the upper side, which extend across the unsupported portion of the foot plate between vehicles and serve to stiifen the foot plate in this area. The free edge of the foot plate is positively prevented from rising from its normal supported position on the nonmetallic plate 82 under action of the associated vehicles. The edge of the plate 82 extends beyond the supporting flange I6 towards the point of articulation and is cut out at H8 on an arc swung from the center of articulation, and this projecting edge, relatively fixed as it is, affords means positively to prevent upward movement of the foot plate. The movable foot plate is cut out at II9 to provide a rectangular opening for a separate plate I which is secured tothe portions of the spaced plates IIB underlying the opening at opposite sides of the center thereof by screws I2I having countersunk heads. A plate I22, having an offset projecting lip I23 underlying the projecting edge II8 of the plate 82, is secured to the removable plate I28 by rivets I 24 countersunk on the upper side and fits between the two reinforcing plates H6 at the center. The lip I23 is adapted to underlie the plate 82 throughout the full movement of the foot plate and moves about the arm described by the recess II8, since this are is swung from the same point about which the foot plate rotates.

The foot plate III is supported on the unit ID by the cushion I I3 upon which it rocks, as above described, and extends to the threshold I8 without benefit of an intervening fixed plate as on the unit II. The edge of the plate adjoining the threshold therefore moves vertically with respect thereto as the foot plate rocks upon the cushion II3. To provide a seal at this edge of the foot plate and to accommodate the necessary movement, a strip of sponge rubber I24 is disposed beneath the plate, extending the full width thereof, in position to be engaged by the underside of the foot plate to prevent dirt or the like from falling through the opening between the threshold and foot plate necessary for clearance purposes and is supported from the flanged channel pressing TI by means of an angle strip I25 coextensive with the rubber and welded to the vertical web of the pressing.

A seal is also provided at each of the side edges of the foot plate between the foot plate and diaphragm. These seals each comprise a pad of sponge rubber I26 extending between housings I21 secured respectively on the fixed foot plate 80 on the unit II and on the movable foot plate 10 adapted to bear against the foot plate and the diaphragm 60 at each side and to be stretched or flexed as the vehicles negotiate curves, and effectively to seal the space existing between the foot plate and diaphragm sides. The sponge rubber is secured to the respective foot plates independently of the housing members, as best shown in Figs. '7 and 8. Similar plate members I28, having curved edges to avoid abrasion of the rubber, clamp each of the pads I26 at opposite ends to the fixed and movable foot plates and are secured each by a plurality of screws I29 taking the foot plates. The housings I2! act as guards covering the ends of the sponge rubber sealing members and the clamping devices and are secured to the respective foot plates each by a plurality of screws I30. Upwardly turned flanges I31 are secured by screws I32 and I33, respectively, to the extension members 56 and to the portions I34 of the end sheathing I4 which turns inwardly at the passageway and joins with the door frames 55-thus effectively rigidifying the housings. As best shown in Fig. 4, the housings are sloped at their ends adjacent the respective end doorways, as at I35, to avoid projections immediately at the door openings.

As shown in Figs. 4 and 6, the movable foot plate I0 is provided at each side with a block of wood I 36 secured thereto by woodscrews I31 and extending beyond the respective side edges of the foot plate in position to be engaged by the diaphra m sides as the vehicles round a curve. The block I36, while secured beneath the foot plate, is disposed flush with the surface of the plate where it extends therebeyond and acts as a positive support for that portion of the sponge rubber I26. The outer edge of the block is rounded, as at I38, and functions to prevent the rubber of the diaphragm from coming in contact with the sharp edges of the foot plate as curves in the track are negotiated and causes the diaphragm side on the inner side of the curve to flex outwardly rather than inwardly and thus avoids abrasion of the rubber by the raw edges of the foot plate. The woodblock i fixed to and moves with the foot plate I0 and is of such length as p perly to support the sponge rubber and prevent inward flexing of the diaphragm, but allows clearance between the vehicles sufiicient to perrnit relative swiveling movement.

It will be noted that the foot plate I8 is fixed to the unit Ii! having the male fixture I2, and when the vehicles are separated the diaphragms 40 and 5!! both remain attached to this unit, but it is, of course, necessary to remove the foot plate entirely before the passageway diaphragm is removed.

The diaphragms of this invention are disposed initially under tension between associated vehicles and by this fact afford a streamlining diaphragm of the highest efficiency and to the exact cross-sectional contour of the vehicles and a passageway diaphragm offering the utmost protection to anyone traversing it. The diaphragms are effectively secured without the necessity of penetrating the diaphragm material. The passageway foot plate arrangement consists of a semi-floating foot plate flexibly secured to one unit for Vertical rocking action about a transverse axis and supported on an adjacent unit and having means adequately to seal the plate about all its edges.

What is claimed is:

1. In an articulated unit involvirv a plurality of vehicles, communicating passageway openings between the vehicles, extension frames about the respective openings, a continuous inherently extensible diaphragm coextensive with and extending between said frames, clamping means securing the diaphragm to the extension frames, and a diaphragm spaced from said first diaphragm extending between and secured to the respective vehicles independently of the extension frames.-

2. In an articulated unit involving a plurality of vehicles, a passageway between the vehicles, a foot plate in the passageway spanning the distance between vehicles, said passageway being enclosed by an inherently elastic diaphragm in tension between the vehicles and continuous about the passageway, and means comprising guard members at the respective side edges of the foot plate preventing abrasion of the diaphragm thereby.

3. In an articulated unit involving a plurality of vehicles, a passageway between the Vehicles, a foot plate in the passageway spanning the distance between vehicles, said passageway being enclosed by an inherently elastic diaphragm in tension between the vehicles, and sealing means between the respective side edges of the foot plate and diaphragm comprising resilient cushion members secured to and extending between the respective vehicles.

4. In an inherently elastic diaphragm adapted for suspension in tension between adjoining vehicles, said diaphragm being disposed about the periphery of said vehicles in sections and having overlapping zones, means for securing the diaphragm to the respective vehicles comprising integral enlargements in the opposite edges of the diaphragm, flexible reinforcements in said enlargements, curved clamping members engaging said enlargements to secure said diaphragm to the respective vehicles, the enlargements on certain of said sections being of reduced size in the zone of the overlap between said sections, and separate clamping members coextensive with the zone of overlap disposed in interlocking relation with the enlargements in said zone of overlap between the sections.

5. In an articulated unit including a plurality of vehicles which are free to assume difierent angular relations during movement of the unit around a curve, an inherently elastic diaphragm enclosing the space between adjoining vehicles and comprising a plurality of sections including a pair of side wall sections and a top section having its lower end margins overlapping in water-shedding relation the upper end margins of the side wall sections, said diaphragm being secured, under initial tension, at its opposite edges to the respective vehicles by independent and separate clamping means embracing the marginal portions only of the diaphragm and leaving the diaphragm imperforate and free to stretch and contract during angular movement of the vehicles.

6. In an articulated unit including a plurality of vehicles which are free to assume different angular relations during movement of the unit around a curve, said vehicles having adjacent end walls provided with passageway openings of substantially less width than the width of such vehicles, a footplate spanning the space between said vehicles, an inherently elastic diaphragm completely encircling said space and defining the width thereof and extending beneath the footplate, separate clamping means securing said diaphragm under initial tension to the respective vehicles at the margins of the passageway openings and leaving the diaphragm imperforate. and a second diaphragm independent of the first and secured in initial tension to the respective vehicles at substantially the perimeters thereof.

7. In an articulated unit including a plurality of vehicles which are free to assume different angular relations during movement of the unit around a curve, said vehicles having adjacent end walls provided with passageway openings, extension structures about the respective openings of relatively less width than the width of such vehicles, an inherently elastic diaphragm mounted in initial tension between said openings, and means clamping the edge portions only of said diaphragm to said extension structures while leaving the diaphragm imperforate.

8. In an articulated unit including a plurality of vehicles which are free to assume different angular relations during movement of the unit around a curve, said vehicles having adjacent end walls provided with opposed passageway openings defining the ends of a passageway between the vehicles, an inherently extensible elastic diaphragm coextensive with the peripheries of said openings and extending under initial tension continuously between said openings, means independently clamping the two margins only of said diaphragm to the respective vehicles at the margins of said openings while leaving the diaphragm imperforate, and a diaphragm spaced outwardly from'the first and connecting the vehicles at substantially their outer peripheries.

9. A diaphragm construction for vehicles comprising an inherently elastic diaphragm disposed in initial tension between adjoining vehicles including a pair of individual side sections, a separate top section overlapping the side sections in weather-shedding relation, and means for securing the diaphragm to the respective vehicles without perforation of the diaphragm comprising integral enlargements formed along the entire opposite edges of the diaphragm sections, including the overlapped portions, abutment means provided on the vehicles and engaged with said enlargements, and an independent clamping member embracing each enlargement and having a free edge spaced from the adjacent abutment by a distance less than the thickness of the enlargements and curved away from the diaphragm to prevent abrasion thereof.

10. The combination in a railway car of a vestibule, an inherently elastic diaphragm for said vestibule, and of means for connecting said diaphragm t0 the end of said car under initial tension, said diaphragm having a marginal bead provided with at least one sloping edge merging into said diaphragm and a flexible relatively nonflowable insert which is surrounded by the margin of the diaphragm to form said bead, and said bead fitting into an enclosure formed by a mem-' ber attached to the end of said car and cooperating with an adjacent portion of said car, said enclosure having an opening through which said diaphragm projects, the width of said opening being less than the thickness of said bead, said enclosure having a throat leading directly to said opening in the lengthwise direction of said car, said throat forming an abutment for the sloping edge of said bead and conforming substantially to the shape of the surface of the bead contacting therewith.

ANDREW CIV-IRISTIANSON. 

